Automobile.



No. 768,857. PATENTED AUG. 30, 1904. J. E. KELLY. AUTOMOBILE.

APPLICATION FILED JUNE 11. 1904. N0 MODEL. 3 SHEETS-SHEET 1-.

WITNESSES: [NVEIV 0R.

2/3 1 Mafia m ATTORNEK- No. 768,857. PATENTED AUG. 30, 1904.

J. E. KELLY.

AUTOMOBILE.

APPLICATION FILED JUNE 11. 1904.

N0 MODEL. 3 SHEETS-SHEET 2.

F I l -1 g FIG 2.

WITNESSES: INVENTOR.

I I lay M 25% waifi ATTORNEY.

No. 768,857. PATENTED AUG. 80, 1904.

J EL KELLY.

AUTOMOBILE;

APPLIOATION FILED JUNE 11- 1904.

N0 MODEL. 3 BEEB TSSHEET 8 WITNESSES: N VEN T 01?.

A T TORNE X Patented August 30, 1904.

PATENT FFICE,

JAMES E. KELLY, OF NEW YORK, N. Y.

AUTOMOBILE.

SPECIFICATION forming part of Letters Patent No. 768,857, dated August 30,1904.

Application filed June 11, 1904. Serial No. 212,155. (No model.)

To all whom it may concern:

Be it known that I, JAMns E. KELLY, a citizen of the United States, residing in the borough of Manhattan, in the city of New York, in the county of New York and State of New York, have invented a certain new and useful Improvement in Automobiles, of which the following is a specification.

The improvement relates to provisions for preventing the contact of the carrying or bearing wheels with any object on the road in front. I provide fender-wheels, one mounted in close contiguity on the inner face of each of the front bearing-wheels. Each may be rotated by the motion of the adjacent bearing-wheel and swivels therewith. It is softsurfaced and is equipped with gearing for rotating in the opposite direction to the bearingwheel. I provide for lifting these fenderwheels at will to a considerable height above their usual working position when desired, as may be frequently desired, especially in bad roads, and also allowing all the other motions required.

The following is a description of what I consider the best means of carrying out the invention:

The accompanying drawings form a part of this specification.

Figure 1 is a front elevation. Fig. 2 is a plan view; Fig. 3, a vertical longitudinal section of a portion on the line 3 3 in Figs. 1 and 2. Fig. 4 is a corresponding section on the line 4 I in Figs. 1 and 2. The dotted line in Fig. fl: shows the bearing-wheel which is nearer the eye. Figs. 5 and 6 show modifications corresponding to Fig. at. They are corresponding views.

Similar letters of reference indicate corresponding parts in all the figures.

In all the figures, A is the front axle, support-ing the body on springs in the ordinary manner without liberty to swivel.

A A are jaws on the ends of the axle A, which support in vertical lines the T-shaped inner ends B B of the swiveling portions B B of the axle.

C C are the carrying-wheels, turning, as usual, on the swiveling parts B.

A lever 1) takes hold of each corresponding part B by embracing a cylindrical portion of the latter equipped with ball-bearings or other provisions for enabling it to turn easily. From this bearing or fulcrum it extends forward and is forked, the forks D D serving as bearings for a short shaft W, which latter carries a fender-wheel V and has a projecting end through which it receives the power for the required revolving motion. The other end, D?, of each lever D extends rearward and is provided with a universal joint D, which connects it to a cross-bar E. The mid-length of the latter has a slot 6, which is engaged between collars G G on a rod G, which extends up through the bottom of the carriagebody A and may be strongly depressed by a vigorous application of the foot of the chauffeur on a pedal G. There is liberty for this rod to vary its inclination as required by the changing conditions. A collar G2 meeting a stop under the body, arrests the rise of the rod G at the proper level.

Each of the bearing-wheels C has a smaller wheel fixed on its inner face by the aid of which and suitable connections the revolutions of each wheel C gives an efficient revolving motion to the fender. I so arrange the connecting means that each fender turnsalways at a rate proportionate to the speed of the adjacent carrying-wheel, but in the opposite direction.

In the forms shown in Figs, 1, 2, 3, and 4 the desired continuous revolving motion is given to the fender-wheels from the wheel on the carrying-wheel C, which in this formis a gear-wheel C. This is transmitted through two intermediate gear-wheels I and J, each turning freely on studs or rigid arms D D, extending horizontally from the lever D. The last of these, J, engages with a gear-wheel W on the shaft W.

In the form shown in Fig. 5 the wheel fixed on the inner face of each carrying-wheel C is a sprocket-wheel C and the wheel W fixed on the shaft W, is a corresponding sprocketwheel, and P is a crossed pitch-chain engaging the wheels together. In this form of the mechanism the motion is transmitted directly by the chain.

In the form shown in Fig. 6 the motion is given from a gear-wheel C on the inner face of each carrying-wheel C, arranged to gear directly with the gear-wheel Wfi fixed on the shaft W.

in all the forms the motion is transmitted from a wheel fixed on the carrying-wheel C, so as to revolve therewith.

It will be observed that the fender-wheels are low and that the effect of the action of either on any object struck is to urge forward or throw aside rather than to lift. I make the periphery of the fender-wheels soft and broad, so as to inflict little injury on any person, animal, or other object struck, and 1 form the outer surface with large waves, or perhaps they may be termed short arms, as indicated in dotted lines in Fig. 5, to aid in driving the object actively but gently forward. It may be assumed that the efforts being made by other means (not shown) will stop the carriage before it has thus struck any object more than once or twice.

My invention adds but little to the weight, is not cumbrous, and except in rare instances, where careful management cannot avoid collision, involves no resistance or Wear.

Further modifications may be made without departing from the principle or sacrificing the advantage of the invention. Parts may be used without the whole. Other means than the slotted bar E a may be employed for enabling theoperator to lift the fender-wheels whenever he judges it expedient in approaching any object or in traversing any sharplybent hollow in the way, and other means than the collar G" on the rod G may be employed as substitutes therefor or as additional thereto in holding the fender-wheels reliably against any depressing forces.

I claim as my invention 1. The combination with a carriage-axle A and swiveling parts B of the lever 1) mounted on the latter and adapted both to swivel therewith and to tilt or turn vertically thereon, means for imparting such tilting motion and. the fender-Wheels W carried on such lever and carrying-wheels (1 carried on movable axles, all arranged for joint operation sul stantially as herein specified.

2. The combination with a carriage-axleA swiveling portions B and carrying-wheels C, of fender-wheels W carried close within and parallel to the latter and connecting mechanism giving to each fender-wheel a rotation opposite to that of the corresponding carrying-Wheel, all substantially as herein specified.

3. The combination with a carriage-ax1e A and swiveling parts B of the lever D mounted on the latter and adapted both to swivel there with and to tilt or turn vertically thereon, means for imparting such tilting motion through an operating-rod Gr, having both a treadle G? and collar Gr, said rod performing the double function of tilting and also of firmly holding the fender-wheels \V carried on such lever, and carrying-wheels U carried on the movable portions B of the axles, all arranged for joint operation substantially as herein specified.

In testimony that I claim the invention,

above set forth I affix my signature in presenee of two witnesses.

JAMES E. KELLY. Witnesses:

L. DE VVITT, A. W. OHATFIELD. 

